Operator station suspension isolation system

ABSTRACT

An operator station suspension system including a subframe structure with connection locations, isolators, and suspension components to couple the subframe structure to a chassis and enable movement of the subframe structure relative to the chassis. The subframe structure connects to an operator station at the connection locations with isolators between the subframe structure and operator station at each connection location to reduce noise and vibration. The isolators can be made of rubber, polymer or other materials. Each connection location can have a connection post, and the isolators can be ring-shaped to fit over the connection posts. The suspension components can include shock dampers that enable vertical movement, control linkages that enable pitch motion, and/or stabilizer linkages that enable roll motion of the subframe structure relative to the chassis. The subframe structure can include a rigid body with forward and rearward arms rigidly connected to the rigid body.

FIELD OF THE DISCLOSURE

The present disclosure relates to an operator station suspension systemfor a vehicle having a chassis and an operator station, and moreparticularly to an operator station suspension system that reduces noiseand vibration between the chassis and the operator station.

BACKGROUND

Different types of vehicles, for example agricultural, constructionand/or forestry vehicles, can operate on rough terrain or in otherenvironments that produce a significant amount of noise and vibrationfor the operator. This noise and/or vibration can make it harder for theoperator to select and move controls as desired, and generally make aless than desirable environment for the vehicle operator.

It would be desirable to have an operator station suspension system thatincludes mechanisms to damp the vibration and/or reduce the noise fromthe chassis of the vehicle to the operator station.

SUMMARY

An operator station suspension system embodiment is disclosed for avehicle that includes a chassis and an operator station. The operatorstation suspension system includes a subframe structure, a plurality ofisolators and suspension components. The subframe structure includes aplurality of station connection locations. The suspension components areconfigured to couple the subframe structure to the chassis to enablemovement of the subframe structure relative to the chassis. The subframestructure is configured to be coupled to the operator station at thestation connection locations with one of the isolators located betweenthe subframe structure and the operator station at each of the stationconnection locations to reduce noise and vibration between the subframestructure and the operator station. The plurality of isolators can bemade of rubber, a polymer material or other material designed to reducenoise and vibration.

The operator station suspension system can also include a plurality ofconnection posts configured to couple the subframe structure to theoperator station, where one of the connection posts is located at eachof the station connection locations. The isolators can have a ring-shapeand be configured to fit over the connection posts to be positionedbetween the operator station and the subframe structure at each of thestation connection locations when the operator station is coupled to thesubframe structure.

The suspension components can include shock dampers configured to couplethe subframe structure to the chassis to enable vertical movement of thesubframe structure relative to the chassis. The suspension componentscan include control linkages configured to couple the subframe structureto the chassis to enable pitch motion of the subframe structure relativeto the chassis. The suspension components can include stabilizerlinkages configured to couple the subframe structure to the chassis toenable roll motion of the subframe structure relative to the chassis.The stabilizer linkages can include a left stabilizer linkage, a rightstabilizer linkage and a torsion bar that rigidly connects the left andright stabilizer linkages.

The subframe structure can include a rigid body, forward arms rigidlyconnected near a forward end of the rigid body, and rearward armsrigidly connected near a rearward end of the rigid body. At least one ofthe station connection locations can be located on the forward arms ofthe subframe structure, and at least one of the station connectionlocations can be located on the rearward arms of the subframe structure.The shock dampers can be connected to the forward and rearward arms ofthe subframe structure; and the control linkages and stabilizer linkagescan be connected to the forward arms of the subframe structure. Thesubframe structure can be a single, unitary casting that includes therigid body, the forward arms and the rearward arms. The rigid body canhave a quadrilateral shape.

An operator station suspension system embodiment is disclosed thatincludes a subframe structure, a plurality of isolators, a plurality ofstation connection locations and suspension components, where thesubframe structure includes a rigid body and a forward arm. The rigidbody has a forward end and a rearward end, and the forward arm isrigidly connected to the rigid body near the forward end of the rigidbody. A first one of the station connection locations is located on theforward arm of the subframe structure. The suspension components areconfigured to couple the subframe structure to the chassis to enablemovement of the subframe structure relative to the chassis. The subframestructure is configured to be coupled to the operator station at thestation connection locations with one of the isolators located betweenthe subframe structure and the operator station at each of the stationconnection locations to reduce noise and vibration between the subframestructure and the operator station. The subframe structure can alsoinclude a rearward arm that is rigidly connected to the rigid body nearthe rearward end of the rigid body, and a second one of the stationconnection locations located on the rearward arm of the subframestructure. The rigid body can have a quadrilateral shape.

An operator station suspension system embodiment is disclosed for avehicle that includes a chassis and an operator station, where thevehicle has a forward end and a rearward end, the rearward end beingopposite the forward end. The operator station suspension systemincludes a subframe structure, a plurality of isolators, a plurality ofstation connection locations and suspension components. The subframestructure includes a left forward extending arm, a right forwardextending arm, a left rearward extending arm and a right rearwardextending, where the left and right forward extending arms extend towardthe forward end of the vehicle, and the left and right rearwardextending arms extend toward the rearward end of the vehicle. A firstone of the station connection locations is located on the left forwardextending arm, a second one of the station connection locations islocated on the right forward extending arm, a third one of the stationconnection locations is located on the left rearward extending arm, anda fourth one of the station connection locations is located on the leftrearward extending arm of the subframe structure. The suspensioncomponents are configured to couple the subframe structure to thechassis to enable movement of the subframe structure relative to thechassis. The subframe structure is configured to be coupled to theoperator station at the station connection locations with one of theisolators located between the subframe structure and the operatorstation at each of the station connection locations to reduce noise andvibration between the subframe structure and the operator station. Thesubframe structure can be a single, unitary casting that includes theleft and right forward and rearward extending arms. The suspensioncomponents can include shock dampers configured to couple the subframestructure to the chassis to enable vertical movement of the subframestructure relative to the chassis; control linkages configured to couplethe subframe structure to the chassis to enable pitch motion of thesubframe structure relative to the chassis, and stabilizer linkagesconfigured to couple the subframe structure to the chassis to enableroll motion of the subframe structure relative to the chassis. Thecontrol linkages can be coupled to the left and right forward extendingarms of the subframe structure. The stabilizer linkages can be coupledto the left and right forward extending arms of the subframe structure.

BRIEF DESCRIPTION OF THE DRAWINGS

The above-mentioned aspects of the present disclosure and the manner ofobtaining them will become more apparent and the disclosure itself willbe better understood by reference to the following description of theembodiments of the disclosure, taken in conjunction with theaccompanying drawings, wherein:

FIG. 1 illustrates an exemplary embodiment of a vehicle that includes anoperator cab connected to an operator station suspension system;

FIG. 2 illustrates an exemplary view of an operator cab frame coupled toa vehicle chassis by an operator station suspension system;

FIG. 3 illustrates another exemplary view of an operator cab framecoupled to a vehicle chassis by an operator station suspension system;

FIG. 4 illustrates an exemplary view of the operator station suspensionsystem coupled to the vehicle chassis with the operator cab frameremoved for clarity;

FIG. 5 illustrates a top view of the operator station suspension systemcoupled to the vehicle chassis with the operator cab frame removed;

FIG. 6 illustrates an exemplary embodiment of a subframe structure of anoperator station suspension system with noise and vibration isolators atthe station connection locations where the operator station suspensionsystem is coupled to the operator cab frame;

FIG. 7 illustrates a perspective view of an operator station frame andan alternative embodiment of an operator station suspension isolationsystem;

FIG. 8 illustrates a top view of the operator station frame and thealternative embodiment of the operator station suspension isolationsystem;

FIG. 9 illustrates the alternative operator station suspension systemwith the operator station frame removed to more clearly show theunderlying operator station suspension system;

FIG. 10 illustrates a close-up view of left-side of the butterflycrossbar and the components of the operator station suspension systemconnected to the butterfly crossbar;

FIG. 11 illustrates a close-up, bottom-up view of the connection betweenthe left-side of the butterfly crossbar and the left-side controllinkage;

FIG. 12 illustrates a top view of an exemplary butterfly crossbar; and

FIG. 13 illustrates a bottom view of the exemplary butterfly crossbar.

Corresponding reference numerals are used to indicate correspondingparts throughout the several views.

DETAILED DESCRIPTION

The embodiments of the present disclosure described below are notintended to be exhaustive or to limit the disclosure to the preciseforms in the following detailed description. Rather, the embodiments arechosen and described so that others skilled in the art may appreciateand understand the principles and practices of the present disclosure.

FIG. 1 illustrates an exemplary embodiment of a tractor 100 thatincludes an engine compartment 110 that holds an engine, an operator cab120, front wheels 130, rear wheels 140 and an implement connector 150.The front and rear wheels 130, 140 support the engine compartment 110and operator cab 120 above the ground. In alternative tractorembodiments, tracks can be used instead of wheels. An implement can becoupled to the implement connector 150 to be pulled and/or controlled bythe tractor 100. The operator cab 120 includes controls for an operatorto control the tractor 100, including the engine, wheels 130, 140 andother components of the tractor and can include controls for theoperator to control an implement coupled to the implement connector 150.The engine provides power to turn the wheels 130, 140 to propel thetractor 100. At least the front wheels 130 can be steerable to steer thetractor 100, and alternatively both the front and rear wheels 130, 140can be steerable to steer the tractor 100. The operator cab 120 providesthe operator with a clear view of the area being worked by the tractor100.

FIGS. 2 and 3 illustrate views of an operator station frame 210 coupledto a tractor chassis 220 of the tractor 100 with the outer body andwheels removed for clarity. The operator cab frame 210 is coupled to thechassis 220 by an operator station suspension system 230. FIG. 3 alsoshows x, y and z axes which will be referred to in this description. Ingeneral, the z-axis is in the vertical direction representing up-downmovement; the x-axis is in a horizontal direction representingforward-reverse direction movement; and the y-axis is in a horizontaldirection representing lateral or right-left direction movement. The x,y and z axes are perpendicular to one another.

FIGS. 4 and 5 illustrate the operator station suspension system 230 andthe tractor chassis 220 with the operator station frame 210 removed tomore clearly show the operator station suspension system 230. Theoperator station suspension system 230 includes a subframe structure310, shock dampers 320, control linkages 410, and stabilizer linkages420.

The operator station frame 210 is rigidly attached to the subframestructure 310 at multiple station connection locations. One of the noiseand vibration (NV) isolators 312 is positioned between the operatorstation frame 210 and the subframe structure 310 at each stationconnection location to reduce noise and vibration passing from thesubframe structure 310 to the operator station frame 210.

Each of the shock dampers 320 has a proximal end 322 connected to thesubframe structure 310 and a distal end 324 connected to the tractorchassis 220. The exemplary embodiment shows four shock dampers 320 nearthe four corners of the subframe structure 310. The shock dampers 320can extend and retract in the vertical or z-direction which enables thesubframe structure 310 and operator station frame 210 to move in thevertical or z-direction relative to the tractor chassis 220.

Each of the control linkages 410 has a proximal end 412 hingedlyconnected to the subframe structure 310 and a distal end 414 hingedlyconnected to the tractor chassis 220. The exemplary embodiment shows twocontrol linkages 410, one connecting to the right side and the otherconnecting to the left side of the subframe structure 310 to the tractorchassis 220. The control linkages 410 can rotate about the connectionsat the tractor chassis 220 and the subframe structure 310 which providespitch stability to the subframe structure 310 and operator station frame210 to control forward and backward pitch motion about the y-axisrelative to the tractor chassis 220.

Each of the stabilizer linkages 420 has a proximal end 422 hingedlyconnected to the subframe structure 310 and a distal end 424 hingedlyconnected to the tractor chassis 220. The exemplary embodiment shows twostabilizer linkages 420, one connecting to the right side and the otherconnecting to the left side of the subframe structure 310 to the tractorchassis 220. The stabilizer linkage also includes a torsion bar 426 thatrigidly connects the right side stabilizer linkage 420 and the left sidestabilizer linkage 420. The stabilizer linkages 420 and torsion bar 426provide roll stiffness to the subframe structure 310 and operatorstation frame 210 to control right-to-left roll motion about the x-axisrelative to the tractor chassis 220.

In the exemplary embodiment, the subframe structure 310, shownseparately in FIG. 6, includes a rigid quadrilateral body 610, left andright forward arms 620 and left and right rearward arms 630. Thequadrilateral body 610 includes a forward side 612, a rearward side 614,a left side 616 and a right side 618. The forward arms 620 and rearwardarms 630 are rigidly connected to the quadrilateral body 610 to form arigid subframe structure 310. The quadrilateral body 610, forward arms620 and rearward arms 630 can be multiple components bolted together ora single, unitary casting. The left forward arm 620 is connected at ornear where the forward and left sides 612, 616 of the quadrilateral body610 meet. The right forward arm 620 is connected at or near where theforward and right sides 612, 618 of the quadrilateral body 610 meet. Theleft rearward arm 630 is connected at or near where the rearward andleft sides 614, 616 of the quadrilateral body 610 meet. The rightrearward arm 630 is connected at or near where the rearward and rightsides 614, 618 of the quadrilateral body 610 meet.

The proximal end 412 of the right-side control linkage 410, and theproximal end 422 of the right-side stabilizer linkage 420 are connectedto the right forward arm 620 of the subframe structure 310. The proximalend 412 of the left-side control linkage 410, and the proximal end 422of the left-side stabilizer linkage 420 are connected to the leftforward arm 620 of the subframe structure 310. The proximal ends 322 ofthe shock dampers 320 can be connected to each of the forward arms 620and rearward arms 630 of the subframe structure 310.

The subframe structure 310 is rigidly attached to the operator stationframe 210 at multiple station connection locations 650. In the exemplaryembodiment, there are four station connection locations 650 where thesubframe structure 310 is attached to the operator station frame 210,and each of the station connection locations 650 includes a connectionpost 652. The subframe structure 310 is configured to connect to theoperator station frame 210 using the connection posts 652. One of thenoise and vibration (NV) isolators 312 is positioned between theoperator station frame 210 and the subframe structure 310 at each of thestation connection locations 650. The NV isolators 312 can have aring-shape and fit over the connection posts 652 to be located betweenthe operator station frame 210 and the subframe structure 310 at each ofthe station connection locations 650. The NV isolators 312 can be madeof rubber, foam, polymer or other materials to reduce and/or isolatenoise and vibration of the tractor chassis 220 and operator stationsuspension system 230 before passing to the operator station frame 210.Thus, the NV isolators 312 create a damping or isolation layer betweenthe subframe structure 310 and the operator station frame 210. The NVisolators 312 can be designed to reduce or isolate certain targetfrequencies from passing between the subframe structure 310 and theoperator station frame 210.

FIG. 7 illustrates a perspective view and FIG. 8 illustrates a top viewof an operator station frame 700 and an alternative embodiment of anoperator station suspension isolation system 720 that can be coupled toa vehicle chassis 730 of the tractor 100. FIG. 9 illustrates theoperator station suspension system 720 with the operator station frame700 removed to more clearly show the underlying operator stationsuspension system 720. The operator station suspension system 720includes a butterfly crossbar 810, forward shock dampers 820, rear shockdampers 850, control linkages 830, and stabilizer linkages 840. FIG. 10illustrates a close-up view of left-side of the butterfly crossbar 810and the components of the operator station suspension system 720connected to the butterfly crossbar 810. FIG. 11 illustrates a close-up,bottom-up view of the connection between the left-side of the butterflycrossbar 810 and the left-side control linkage 830.

FIG. 9 also shows x, y and z axes which will be referred to in thisdescription. In general, the z-axis is in the vertical directionrepresenting up-down movement; the x-axis is in a horizontal directionrepresenting forward-reverse direction movement; and the y-axis is in ahorizontal direction representing lateral or right-left directionmovement. The x, y and z axes are perpendicular to one another.

The exemplary crossbar 810, referred to herein as the butterfly crossbar810, can have a generally H-shape or “butterfly-shape” with a centralbody and arms or wings extending in opposite directions from the centralbody near opposite ends of the central body. The arms or wings can begenerally perpendicular to the central body. The exemplary crossbar 810is described in greater detail below with reference to FIGS. 12 and 13.

Four crossbar connectors 860 couple the butterfly crossbar 810 to theoperator station frame 700. FIGS. 7 and 8 illustrate four connectionlocations 760 where the crossbar connectors 860 couple the butterflycrossbar 810 to the operator station frame 700. A noise and vibration(NV) isolator 862 is positioned on each of the crossbar connectors 860between the butterfly crossbar 810 and the operator station frame 700 ateach of the connection locations 760 to reduce noise and vibrationpassing from the butterfly crossbar 810 and operator station suspensionsystem 720 to the operator station frame 700. Note that all four of theconnection locations 760 are in the forward half of the operator stationframe 700. The butterfly crossbar 810 acts as a narrowed subframestructure supporting the majority of the mass of the operator stationframe 700.

Each of the forward shock dampers 820 has a proximal end 822 and adistal end 824. The proximal ends 822 are connected to the butterflycrossbar 810. The distal ends 824 are rigidly connected to the vehiclechassis 730. Each of the rear shock dampers 850 has a proximal end 852and a distal end 854. The proximal ends 852 are connected to theoperator station frame 700, and the distal ends 854 are rigidlyconnected to the vehicle chassis 730. The exemplary embodiment showsleft and right forward shock dampers 820 near the front of the operatorstation frame 700, and left and right rear shock dampers 850 near therear of the operator station frame 700. The shock dampers 820, 850 canextend and retract in the vertical or z-direction which enables theoperator station frame 700 to move in the vertical or z-directionrelative to the vehicle chassis 730.

Each of the control linkages 830 has a proximal end 832 and a distal end834. The proximal end 832 is hingedly connected to a lower-arm casting836 that is rigidly connected to the butterfly crossbar 810 (best shownin FIG. 11). The distal end 834 is hingedly connected to the vehiclechassis 730. The exemplary embodiment shows two control linkages 830,one connecting to the right side and the other connecting to the leftside of the butterfly crossbar 810 to the vehicle chassis 730. Thecontrol linkages 830 can rotate about the connections at the vehiclechassis 730 and the lower-arm casting 836 which provides pitch stabilityto the butterfly crossbar 810 to control forward and backward pitchmotion about the y-axis of the operator station frame 700 relative tothe vehicle chassis 730.

Each of the stabilizer linkages 840 has a proximal end 842 and a distalend 844. The proximal end 842 is hingedly connected to the butterflycrossbar 810. The distal end 844 is hingedly connected to a stabilizercasting 848 that is rigidly connected to the vehicle chassis 730. Theexemplary embodiment shows two stabilizer linkages 840, one connectingto the right side and the other connecting to the left side of thebutterfly crossbar 810 to the vehicle chassis 730. The stabilizerlinkage also includes a torsion bar 846 that rigidly connects the rightside stabilizer linkage 840 and the left side stabilizer linkage 840.The torsion bar 846 can be connected near the proximal ends 842 of theright and left stabilizer linkages 840 to position the torsion bar 846adjacent to the crossbar 1110 of the butterfly crossbar 810. Thestabilizer linkages 840 and torsion bar 846 provide roll stiffness tothe butterfly crossbar 810 to control right-to-left roll motion aboutthe x-axis of the operator station frame 700 relative to the vehiclechassis 730.

FIG. 12 illustrates a top view of an exemplary butterfly crossbar 810and FIG. 13 illustrates a bottom view of the exemplary butterflycrossbar 810. The butterfly crossbar 810 includes a central crossbar1100 that extends laterally across the vehicle, left and rightforward-extending arms 1102, 1104 and left and right rearward extendingarms 1106, 1108. The central crossbar 1100, forward-extending arms 1102,1104, and rearward extending arms 1106, 1108 can be a single, unitarycasting, or the can be multiple pieces rigidly joined or boltedtogether. The central crossbar 1100, forward-extending arms 1102, 1104,and rearward extending arms 1106, 1108 can each be solid, or hollow, orcan have a ridge-structure to provide the desired amount of flexibilityand rigidity. In addition, the central crossbar 1100, forward-extendingarms 1102, 1104, and rearward extending arms 1106, 1108 can each havehollowed-out openings 1150 to provide additional flexibility andrigidity. The flexibility and rigidity trade-offs provided by thestructure of the central crossbar 1100 and arms 1102-1108, and thehollowed-out openings 1150 can be used to tune the operator stationsuspension system 720 to help resolve noise and ride-quality issues forthe vehicle 100.

Each of the forward-extending arms 1102, 1104, and rearward extendingarms 1106, 1108 includes a connector position 1160 where one of thecrossbar connectors 860 will be attached. The lengths of the arms1102-1108 and locations of the connector positions 1160 on the arms1102-1108 can be used for distribution of mass on the butterfly crossbar810 which can aid in noise and vibration reduction.

The right and left ends of the central crossbar 1100 include stabilizerconnections 1142 where the proximal ends 842 of the right and leftstabilizer linkages 840 are connected. On the outside of the connectionsof the forward-extending arms 1102, 1104 with the central crossbar 1100are shock damper connections 1122 where the proximal ends 822 of theright and left forward shock dampers 820 are connected. FIG. 13 alsoshows lower-arm connections 1236 where the lower-arm casting 836 arerigidly connected to the butterfly crossbar 810.

The butterfly crossbar 810 acts as the subframe structure and supportsthe mass of the operator station frame 700 with all of the connectionlocations 760 being in the forward half of the operator station frame700. This eliminates the need for an elongated subframe structure thatextends substantially the full-length of the operator station frame 700,and due to the reduced space provides more room beneath the operatorstation frame 700 for placement of other vehicle systems that passbetween the operator station frame 700 and the rest of the vehicle 100.

While the disclosure has been illustrated and described in detail in thedrawings and foregoing description, such illustration and description isto be considered as exemplary and not restrictive in character, it beingunderstood that illustrative embodiment(s) have been shown and describedand that all changes and modifications that come within the spirit ofthe disclosure are desired to be protected. It will be noted thatalternative embodiments of the present disclosure may not include all ofthe features described yet still benefit from at least some of theadvantages of such features. Those of ordinary skill in the art mayreadily devise their own implementations that incorporate one or more ofthe features of the present disclosure and fall within the spirit andscope of the present invention as defined by the appended claims.

We claim:
 1. An operator station suspension system for a vehicle thatincludes a chassis and an operator station, the operator stationsuspension system comprising: a subframe structure that includes aplurality of station connection locations; a plurality of isolators;suspension components configured to couple the subframe structure to thechassis to enable movement of the subframe structure relative to thechassis; wherein the subframe structure is configured to be coupled tothe operator station at the plurality of station connection locationswith one of the plurality of isolators located between the subframestructure and the operator station at each of the plurality of stationconnection locations to reduce noise and vibration between the subframestructure and the operator station.
 2. The operator station suspensionsystem of claim 1, wherein the plurality of isolators are made ofrubber.
 3. The operator station suspension system of claim 1, whereinthe plurality of isolators are made of a polymer material designed toreduce noise and vibration.
 4. The operator station suspension system ofclaim 1, further comprising a plurality of connection posts configuredto couple the subframe structure to the operator station, one of theplurality of connection posts located at each of the plurality ofstation connection locations; and wherein each of the plurality ofisolators has a ring-shape and is configured to fit over one of theplurality of connection posts to be positioned between the operatorstation and the subframe structure at each of the station connectionlocations when the operator station is coupled to the subframestructure.
 5. The operator station suspension system of claim 4, whereinthe suspension components comprise a plurality of shock dampersconfigured to couple the subframe structure to the chassis to enablevertical movement of the subframe structure relative to the chassis. 6.The operator station suspension system of claim 5, wherein thesuspension components further comprise a plurality of control linkagesconfigured to couple the subframe structure to the chassis to enablepitch motion of the subframe structure relative to the chassis.
 7. Theoperator station suspension system of claim 6, wherein the suspensioncomponents further comprise a left stabilizer linkage, a rightstabilizer linkage and a torsion bar that rigidly connects the left andright stabilizer linkages, wherein the left and right stabilizerlinkages and the torsion bar are configured to couple the subframestructure to the chassis to enable roll motion of the subframe structurerelative to the chassis.
 8. The operator station suspension system ofclaim 7, wherein the subframe structure comprises: a rigid body; forwardarms rigidly connected near a forward end of the rigid body; andrearward arms rigidly connected near a rearward end of the rigid body;wherein at least one of the plurality of station connection locations islocated on the forward arms of the subframe structure, and at least oneof the plurality of station connection locations is located on therearward arms of the subframe structure.
 9. The operator stationsuspension system of claim 8, wherein the plurality of shock dampers areconnected to the forward and rearward arms of the subframe structure;and the plurality of control linkages and the plurality of stabilizerlinkages are connected to the forward arms of the subframe structure.10. The operator station suspension system of claim 8, wherein thesubframe structure is a single, unitary casting that includes the rigidbody, the forward arms and the rearward arms.
 11. The operator stationsuspension system of claim 8, wherein the rigid body has a quadrilateralshape.
 12. An operator station suspension system for a vehicle thatincludes a chassis and an operator station, the operator stationsuspension system comprising: a subframe structure that includes a rigidbody and a forward arm, where the rigid body has a forward end and arearward end, and the forward arm is rigidly connected to the rigid bodynear the forward end of the rigid body; a plurality of isolators; aplurality of station connection locations, a first one of the pluralityof station connection locations located on the forward arm of thesubframe structure, and suspension components configured to couple thesubframe structure to the chassis to enable movement of the subframestructure relative to the chassis; wherein the subframe structure isconfigured to be coupled to the operator station at the plurality ofstation connection locations with one of the plurality of isolatorslocated between the subframe structure and the operator station at eachof the plurality of station connection locations to reduce noise andvibration between the subframe structure and the operator station. 13.The operator station suspension system of claim 12, further comprising aplurality of connection posts configured to couple the subframestructure to the operator station, one of the plurality of connectionposts located at each of the plurality of station connection locations;and wherein each of the plurality of isolators has a ring-shape and isconfigured to fit over one of the plurality of connection posts to bepositioned between the operator station and the subframe structure ateach of the station connection locations when the operator station iscoupled to the subframe structure.
 14. The operator station suspensionsystem of claim 13, wherein the subframe structure further includes arearward arm, the rearward arm rigidly connected to the rigid body nearthe rearward end of the rigid body, and a second one of the plurality ofstation connection locations located on the rearward arm of the subframestructure.
 15. The operator station suspension system of claim 14,wherein the suspension components comprise: shock dampers configured tocouple the subframe structure to the chassis to enable vertical movementof the subframe structure relative to the chassis; control linkagesconfigured to couple the subframe structure to the chassis to enablepitch motion of the subframe structure relative to the chassis; andstabilizer linkages configured to couple the subframe structure to thechassis to enable roll motion of the subframe structure relative to thechassis.
 16. The operator station suspension system of claim 14, whereinthe rigid body has a quadrilateral shape.
 17. An operator stationsuspension system for a vehicle that includes a chassis and an operatorstation, where the vehicle has a forward end and a rearward end, therearward end opposite the forward end; the operator station suspensionsystem comprising: a subframe structure that includes a left forwardextending arm, a right forward extending arm, a left rearward extendingarm and a right rearward extending arm, where the left and right forwardextending arms extend toward the forward end of the vehicle, and theleft and right rearward extending arms extend toward the rearward end ofthe vehicle; a plurality of isolators; a plurality of station connectionlocations, a first one of the plurality of station connection locationslocated on the left forward extending arm, a second one of the pluralityof station connection locations located on the right forward extendingarm, a third one of the plurality of station connection locationslocated on the left rearward extending arm, and a fourth one of theplurality of station connection locations located on the right rearwardextending arm of the subframe structure, and suspension componentsconfigured to couple the subframe structure to the chassis to enablemovement of the subframe structure relative to the chassis; wherein thesubframe structure is configured to be coupled to the operator stationat the plurality of station connection locations with one of theplurality of isolators located between the subframe structure and theoperator station at each of the plurality of station connectionlocations to reduce noise and vibration between the subframe structureand the operator station.
 18. The operator station suspension system ofclaim 17, wherein the subframe structure is a single, unitary castingthat includes the left and right forward and rearward extending arms.19. The operator station suspension system of claim 18, wherein thesuspension components comprise: shock dampers configured to couple thesubframe structure to the chassis to enable vertical movement of thesubframe structure relative to the chassis; control linkages configuredto couple the subframe structure to the chassis to enable pitch motionof the subframe structure relative to the chassis, the control linkagescoupled to the left and right forward extending arms of the subframestructure; and stabilizer linkages configured to couple the subframestructure to the chassis to enable roll motion of the subframe structurerelative to the chassis, the stabilizer linkages coupled to the left andright forward extending arms of the subframe structure.
 20. The operatorstation suspension system of claim 18, further comprising a plurality ofconnection posts configured to couple the subframe structure to theoperator station, one of the plurality of connection posts located ateach of the plurality of station connection locations; wherein each ofthe plurality of isolators has a ring-shape and is configured to fitover one of the plurality of connection posts to be positioned betweenthe operator station and the subframe structure at each of the stationconnection locations when the operator station is coupled to thesubframe structure.